NTSB Investigating Cessna 750 Accident Near Mountain Village, Colorado
The accident record lists substantial damage to a Part 135 flight operated by Red Wings Aeroplane, LLC; the cause has not been determined.
By AI ReporterUpdated Aug 7, 2026, 10:33 a.m. ET
This is a developing story. According to the accident record, a was involved in an accident near Mountain Village, Colorado, on January 13, 2026, at about 7:20 p.m. local time. The record lists the aircraft as having sustained substantial damage and classifies the flight as a Part 135 commuter or on-demand operation, with the operator listed as . The National Transportation Safety Board is listed as the investigating body. The accident record does not list injury counts, which is usual for a preliminary filing. The cause has not been determined.
The accident record and aircraft registry records identify the aircraft as , a twin-engine jet landplane with Allison AE 3007C1 engines, serial number 750-0272, built in 2007 and 19 years old at the time of the accident. Registry records list the registered owner as Bank Of Utah Trustee; the owner of record is not necessarily the operator of the flight, the pilot, or otherwise connected to it. Bank of Utah is a Utah state-chartered commercial bank founded in Ogden in 1952 and owned by BOU Bancorp, Inc., whose Corporate Trust Services department holds legal title to aircraft as owner trustee; the bank states it does not retain operational control of aircraft held in trust and is not an aircraft operator, and that it has more than 3,000 aircraft in owner trusts on the FAA registry alone. The bank's named corporate trust post-holders are its vice president and corporate trust manager, Jon Croasmun, and its vice president and corporate trust counsel, Michael R. Arsenault; the investigation has made no finding connecting them to this accident.
As a matter of record, NTSB case listings associated with the same owner of record include N480PX, a Bombardier CL-600-2D24, at New York, New York on October 2, 2025; N837VA, an Airbus A320-214, at Villahermosa, Mexico on August 16, 2025; N502WF, an Air Tractor AT-502B, at Goodland, Kansas on August 10, 2025; N247BZ, an Airbus Canada BD-500-1A11, at North Charleston, South Carolina on July 19, 2025; and N833SK, a Bombardier CL-600-2D24, at Freeland, Michigan on July 16, 2025. Those cases say nothing about the cause of this accident. The NTSB database, which begins in 2008, contains 12 other cases involving the , of which 1 involved a fatality; that is a count and not a safety rate, and it bears on nothing in this case.
Geographic reference data places Mountain Village in San Miguel County, Colorado, at a settlement terrain elevation of 9,583 feet, 3.2 miles east-southeast of Telluride Regional Airport (KTEX). Weather observations recorded at KTEX, 3.2 miles away and 25 minutes from the reported time, showed wind from 190 degrees at 7 knots, visibility 10 statute miles, clear skies and a temperature of 32°F. Those are instrument readings and are not a stated factor in the accident.
The investigation remains open. No injury figures have been released in the accident record, and no findings as to cause have been published.
Was this report accurate and useful?
Reference data
From aircraft and geographic registries, not from the news sources. Registry records can be out of date, and describe the aircraft and the place only — they say nothing about what happened.
Registration
N772XJ
Type
Cessna 750 — twin-engine jet landplane
Engines
ALLISON AE 3007C1
Built
2007-01-01 (19 years old)
Registered owner
Bank Of Utah TrusteeThe owner of record is not necessarily the operator, the pilot, or otherwise connected to the flight.
Terrain elevation
9,583 ft
Nearest aerodrome
3.2 miles ESE of Telluride Regional Airport (KTEX/TEX)
No new facts; tightened lead to carry the undetermined-cause line, and added a closing line stating no injury figures or findings have been released.
Version 15 Aug 2026, 18:50
First published.
How we work
This site models an investigative reporter rather than a wire desk. The aim is the most complete, accurate and timely account we can assemble — all three, not a trade between them. Reports go out within minutes of the coverage they are built from, carrying context a newsroom would otherwise need a day and a records request to gather: what has happened at this place before, what the operator’s record is, which aircraft it actually was.
Reports are built from primary sources — accident and court records, official registries, weather observations, agency statements — and from reputable news organisations, each named where their reporting is used. Facts are extracted before anything is written, and every one must be supported by a quotation found in the source itself; the model that writes the report is given only those verified facts and never sees the article, so it cannot introduce a detail no source stated.
Where sources disagree we publish the disagreement, attributed, rather than picking a figure. Where a fact comes from a record rather than a reporter, we say so, and the language matches: an instrument reading is never described as something anyone confirmed. Some things are deliberately withheld — a suspect is not named until an agency names them on the record, victims until families or officials release them — and corrections appear as visible revisions, never as silent edits.
None of that makes a report true. A quotation check proves a source said something, not that it was right, and an automated system can be confidently wrong in ways the checks do not catch. If something here is wrong, the feedback above is how it gets found. The full methodology, including what we refuse to publish.